OVERALL STABILITY

4.1 External Forces Acting on a Vessel

In Chapter 4 we will study five areas:

1. The concept of a ship’s Righting Moment (RM), the

chief measure of stability.
2. KG and TCG changes and their effects on RM.
3. How Stability is effected by Damage to the Hull
using the “Added Weight” method.
4. Effects of a “Free Surface”.
5. Effects of Negative GM on ship stability.
 4.2 Internal Righting Moment

EXTERNAL FORCES cause a vessel to heel.

Recall Force x Distance = Moment

– External Moment can be caused by wind

pushing on one side of the vessel and water
resisting the motion on the other side.

– Each distributed force can be resolved into a

resultant force vector. The wind acts above
the waterline and the water resistance acts
below the waterline.
 Internal Righting Moment

MT

External upsetting force f

Ds
Righting Arm
G Z WLf
F f

FB
Water resistance
CL
 Internal Righting Moment

The two forces create a couple because they are

equal in magnitude, opposite in direction, and not
aligned.

The couple causes rotation or heeling.

The vessel will continue to rotate until it returns to

Static Equilibrium (i.e. an Internal Moment is created
which is equal in magnitude and opposite in
direction). Giving M=0.
 Internal Righting Moment

Internal Forces create a Righting Moment to

counter the Upsetting Moment of the External
Forces.

The two internal forces are the weight of the

vessel (Ds) and the resultant buoyant force (FB).
 Internal Righting Moment

The perpendicular distance between the Weight

and the Buoyancy Force vectors is defined as the
RIGHTING ARM (GZ).

The moment created by the resultant Weight and

the resultant Force of Buoyancy is defined as the
RIGHTING MOMENT (RM). It may be calculated
by:

RM = GZ D s= GZ FB
 Internal Righting Moment

Where:

RM is the internal righting moment of the ship in ft-LT.

Ds is displacement of the ship in LT.

FB is the magnitude of the resultant buoyant force in LT.

GZ is the righting arm in feet.

 A ship in static equilibrium is affected by outside forces that will alter its state
of equilibrium.

MT

Wind

Water
Resistance

The forces of wind- and the opposing force of the water below the waterline- will
cause an external moment couple about the ship’s center of flotation.
The ship reacts to this external moment couple by pivoting about F, causing a
shift in the center of buoyancy.

MT

Wind

Water
B Resistance

The center of buoyancy will shift because the submerged volume will change.

Note that there is no change in weight or it’s distribution so there is NO change

in the location of G!
Because the location of B changes, the location of where the FB is applied also
changes. Because G does not move, the location of the Δs force does not change.

MT
Ds

B
FB

The displacement force and the buoyant for are no longer aligned. The heeling
over causes the creation of an internal moment couple.
The external moment couple causes the creation of the internal moment couple
to oppose it.

MT
Ds
Wind

F
B Water
Resistance
FB

As a result, the ship is now back into equilibrium, even as

it heels over due to the wind force.
 We are concerned with the created internal moment caused by the offsetting
of the ship’s weight and the buoyant force.

Ds MT

f
Z

FB

The offset distance of the applied forces, GZ, is called the MOMENT ARM. The
length of this moment arm is a function of the heeling angle, φ.
Remember that a moment is created when a force acts at a
distance from a given point.

In the case of the created internal moment couple, we have the two
force, Ds and FB, acting over the distance GZ.

The created moment is called the internal

RM = GZDs = GZFB
 This illustrates just one potential moment arm based upon one particular
angle of φ. There are an infinite number of angles possible, therefore, an
infinite number of moment arms that vary with the degree of heel, φ.

Ds MT

f
Z

FB

If we can plot the heeling angle f versus the created moment arm GZ, we can create
the Intact Statical Stability Curve.
 4.3 Curve of Intact Statical Stability

“Curve of Intact Statical Stability”

or

“The Righting Arm Curve”

– Shows the Heeling Angle (f) versus the

righting arm (GZ).

– Assumes the vessel is heeled over quasi-

statically in calm water (i.e. external moments
are applied in infinitely small steps).
This is a typical curve. Notice that it plots the angle of heel on the x-axis and the
righting arm on the y-axis.

The curve is in both the 1st and 3rd quadrants (the 3rd shows a heel to port).
Typically only the curve showing a heel to starboard is shown as it is symmetrical.
 Measure of Overall Stability

Curve of Statical Stability

Range of Stability
Slope is a measure of tenderness or stiffness.
Righting Arm - Dynamical Stability
GZ -(feet) Maximum Righting Arm

Angle of Maximum Righting Arm

Angles of Inclination: f (Degrees)
 Intact Statical Stability

4.5
4
3.5
Moment Arm GZ

3
2.5
2
1.5
1
0.5
0
0 25 50 75 85
Heeling Angle f

The above chart plots the data presented in the text on p. 4-6 an 4-7.
 Intact Statical Stability

4.5
4
3.5
Moment Arm GZ

3
2.5
2
1.5
1
0.5
0
0 25 50 75 85
Heeling Angle f

With φ at 0 degrees, the moment arm is also is 0. The buoyant force and the ship’s
weight are aligned. No moment is created.
 Intact Statical Stability

4.5
4
3.5
Moment Arm GZ

3
2.5
2
1.5
1
0.5
0
0 25 50 75 85
Heeling Angle f

As the angle of heel increases, the moment arm also increases. At 25 degrees,
shown here, GZ is 2.5ft.
 Intact Statical Stability

4.5
4
3.5
Moment Arm GZ

3
2.5
2
1.5
1
0.5
0
0 25 50 75 85
Heeling Angle f

As the angle increases, the moment arm increases to a maximum… here it is 4ft.
As φ increases beyond this point the moment arm begins to decrease and the ship
becomes in danger of capsizing…
 Intact Statical Stability

4.5
4
3.5
Moment Arm GZ

3
2.5
2
1.5
1
0.5
0
0 25 50 75 85
Heeling Angle f

...Remember, the internal moment couple created here is in response to the external
couple created by outside forces. At GZ max the ship is creating its maximum
internal moment. If the external moment is greater than the internal moment,
then the ship will continue to heel over until capsized.
 Intact Statical Stability

4.5
4
3.5
Moment Arm GZ

3
2.5
2
1.5
1
0.5
0
0 25 50 75 85
Heeling Angle f

The angle of heel continues to increase, but the moment arm GZ, and thus
the internal moment couple, decreases.
 Intact Statical Stability

4.5
4
3.5
Moment Arm GZ

3
2.5
2
1.5
1
0.5
0
0 25 50 75 85
Heeling Angle f

The angle has now increased to the point that G and B are now aligned again,
but not in a good way. GZ is now at 0 and no internal moment couple is
present. Beyond this point the ship is officially capsized, unable to right itself.
 Curve of Intact Statical Stability Caveats!

Predictions made by the Curves of Intact Statical

Stability are not accurate for dynamic seaways
because additional external forces and momentum
are not included in the analysis. ”Added Mass”

However, it is a simple, useful tool for comparison

and has been used to develop both intact and
damaged stability criterion for the US Navy.
 Curve of Intact Statical Stability

Typical Curve of Intact Statical Stability

– Vessel is upright when no external forces are

applied and the Center of Gravity is assumed on
the centerline. (Hydrostatics)

– As an external force is applied, the vessel

heels over causing the Center of Buoyancy to
move off the centerline. The Righting Arm (GZ) is
no longer zero.
 Curve of Intact Statical Stability

Typical Curve of Intact Statical Stability (cont.)

– As the angle of heel increases, the Center of Buoyancy

moves farther and farther outboard (increasing the
Righting Arm).

– The max Righting Arm will happen when the Center of

Buoyancy is the furthest from the CG. This is max
stability.

– If the vessel continues to heel, the Center of Buoyancy

will move back towards the CG and the Righting Arm
will decrease.
 Curve of Intact Statical Stability

Typical Curve of Intact Statical Stability (cont.)

– Since stability is a function of displacement,

there is a different curve for each displacement
and KG. These are called the Cross Curves.
For all ships, there exists the CROSS CURVES OF STABILITY.
Like the Curves of Form, they are a series of curves presented on a common
axis.

• The x-axis is the ship’s displacement, Δs, in LT

• The y-axis is the righting arm, GZ, in ft
• A series of curves are presented, each representing a different angle of heel f

By plotting the data from the Cross Curves of Stability for a given
displacement, you can create an Intact Statical Stability Curve.
 In the Cross Curves of Stability, the data is presented assuming that:

KG = 0 (on the keel)

This is, of course, not realistic. It is done this way so that the curves may be
generalized for all drafts.

Once the curve data is recorded and plotted, a sine correction factor
must be applied, shifting the KG to its correct position in order to get the

TRUE MOMENT RIGHTING ARM VALUE.

 Cross Curves Example

Righting
Arm 30 degrees heel
(feet) 5

10 degrees heel
2.5
At 2000 LT, the ship
Has a RA of 2.5’ @10o
0 Heel and 5’ @30o
1000 2000 3000
Displacement (LT)
Curve of Intact Statical Stability / “Righting Arm Curve”
Assumes:
– Quasi-static conditions
– Given Displacement
– Given KG

Cross Curves of Stability

– Since MT moves as a function of φ, Righting Arms
are calculated for each φ at regular intervals
– Assumes a value of KG
 4.4 Measure of Overall Stability

From the Curves of Intact Stability the following

Measures of Overall Stability can be made:

– Range of Stability

– Maximum Righting Moment

– Angle of Maximum Righting Moment

– Dynamical Stability

– Measure of Tenderness or Stiffness

 Measure of Overall Stability

Range of Stability

– The range of angles for which there exists a

positive righting moment.

– The greater the range of stability, the less

likely the ship will capsize.

– If the ship is heeled to any angle in the range

of stability, the ship will exhibit an internal
righting moment that will right the ship if the
external moment ceases.
 Measure of Overall Stability

Maximum Righting Moment

– The largest Static Moment the ship can

produce.

– Calculated by multiplying the displacement of

the vessel times the maximum Righting Arm.

– The larger the Maximum Righting Moment, the

less likely the vessel is to capsize.
 Measure of Overall Stability

Angle of Maximum Righting Arm

– The angle of inclination where the maximum

Righting Arm occurs. Beyond this angle, the
Righting Arm decreases.

– It is desirable to have a larger maximum angle

so that at large angles of heel in a rolling ship
the righting moment will continue to increase.
 Measure of Overall Stability

Dynamical Stability:

– The work done by quasi-statically rolling the ship

through its range of stability to the capsizing angle.

– Can be calculated by the equation: D s  GZ df . This is

equal to the product of the ship’s displacement with
the area under the Curve of Intact Statical Stability.

– Not shown directly by the Curve of Intact Statical

Stability.

– Does not account for the actual dynamics, because it

neglects the impact of waves and momentum.
 Measure of Overall Stability

Measure of “Tenderness” or “Stiffness”

– The initial slope of the intact statical stability curve

indicates the rate at which a righting arm is developed as
the ship is heeled over. This slope is GM!

– A steep initial slope indicates the rapid development of a

righting arm and the vessel is said to be stiff. Stiff vessels
have short roll periods and react strongly to external
heeling moments.

– A small initial slope indicates the slower development of a

righting arm and the vessel is said to be tender. Tender
vessel have longer roll periods and react sluggishly to
external heeling moments.
Example: Plot the Intact Statical Stability Curve for an FFG-7 displacing 5000LT

Step #1. From the Cross Curves of Form, find the 5000LT displacement value
on the x-axis.

Step #2. Record the righting arm value for each curve, from φ = 0 to 80 degrees

Step #3. Draw the curve, using φ as x-axis, and GZ as y-axis

 Intact Statical Stability Curve for FFG-7 @ Ds = 5000LT

f GZ
0 0.00
5 2.00 Intact Statical Stability, FFG-7
10 3.80 25
15 5.80
20 7.75 Moment arm GZ 20
25 9.75
30 11.75 15
35 13.30
40 14.75 10
45 16.10
50 17.20 5
55 18.00
60 18.60 0
65 19.00 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90
70 19.30 Heeling Angle
80 19.50

… But a correction must still be made!!

 Example Problem
The Statical
Stability curve
applies to a ship Curve of Intact Statical Stability
with D=3600LT. 5

Righting Arm (GZ)(ft)

3

The ship is being -1

-10 0 10 20 30 40 50 60 70 80 90 100

pulled sideways -2

into a 10° list by a Angle of Heel (Degrees)

tug attached to the

ship 10ft above the
Waterline. How
much force is the
tug applying to the
tow line?
 Example Answer
F=10°
FTug
10ft
F
G B Water
FB
D Resistance

RM=GZΔ=1.2ft×3600LT=4320ft-LT

Upsetting Moment from Tug=FTug×10ft=RM

(in static equilibrium)

FTug=4320ft-LT/10ft=432LT
 4.5 Effect of a Vertical Shift in the Center of
Gravity on the Righting Arm
In the Cross Curves of Stability, the data is presented assuming that:

KG = 0 (on the keel)

This is, of course, not realistic. It is done this way so that the curves may be
generalized for all drafts.

Once the curve data is recorded and plotted, a sine correction factor
must be applied,shifting the KG to its correct position in order to get the
TRUE MOMENT RIGHTING ARM VALUE.
– Must Apply a Sine Correction if:
• Using the Curve of Intact Statical Stability to correct for G not being
located at K
• Correcting the Curve of Intact Statical Stability for vertical
movements of G
The external moment couple causes the creation of the internal moment couple
to oppose it.

MT
Ds
Wind

B Water
Resistance
FB

External Moment Couple = Internal Moment Couple

When the ship heels over, the center of buoyancy, B, shifts. The shift
creates a distance or “moment arm”.

MT

Z0

B1

G0Z0 = Moment Arm

For values taken from the Cross Curves of Stability, G0 is at the keel...

MT

B1

Z0
G0Z0 = Moment Arm

This value is recorded as G0Z0, the Initial Moment Arm.

The KG value for the ship is given… this is the ACTUAL G position from the keel...

MT

B1

KG forms a similar
triangle that gives the Z0
value for the SINE
correction
 Sin f = opp
hyp

opp =correction factor

hyp = KG

Sine Correction factor = KG Sin f

MT

B1

Z0

Sin Correction = KG Sin f

MT

Zv
B1

Z0

GvZv = G0Z0 - KG sinf

 Effect of a Vertical Shift in the Center of
Gravity on the Righting Arm
As KG rises the righting arm (GZ) decreases.

This change in GZ can be found from:

GvZv = G0Z0 - G0Gvsin F

Where:

– Gv is the final vertical location of the center of gravity.

– G0 is the initial location of KG.

– Typically, G0GV=KGfinal
 Effect of a Vertical Shift in the Center of
Gravity on the Righting Arm

MT
Sine Correction: Ds
F

GvZv = G0Z0 - G0Gv sin F

G Z

Go, Zo=initial locations G0 P Z

0 WL
Gv, Zv=final positions

B0
B

Fb
Effect of Increased Displacement on the Righting Arm

A higher displacement should increase the Righting

Moment as RM= Displacement * RA

But, if the added weight is high, then the KG increase

could cause a reduction in GZ

Weight added low down usually increases stability

Effect of a Vertical Shift in the Center of
Gravity on the Righting Arm
 4.6 Stability Change for Transverse Shift in CG

So far we have only considered the case where the

Center of Gravity is on the centerline (TCG=0).

The center of gravity may be moved off the

centerline by weight additions, removals, or shifts
such as cargo loading, ordnance firing, and
movement of crew.
Stability Change for Transverse Shift in the CG

Gv G t cos F MT
F
Gv
F

Gt
Port Starboard

Ds
W1 F L1
Gv ZV
F Gt Zt
B1

Fb
 The red line indicates the COSINE Correction factor for a transverse
change in G.

f
Zv
GT ZT

Note that GvGT is the TCG value and is the hypotenuse of this correction triangle...

Cosine Corr = GvGT cosf

The final moment arm, GTZT, is the correct moment arm

f
Zv
GT ZT

GTZT = GvZv - GvGT cosf

 Stability Change for Transverse Shift in the CG

The new righting arm created by a shift in TCG may be

computed at each angle from the Cosine Correction:

GtZt = GvZv - GvGt cos F

...Typically, GVGt=TCGfinal
 Stability Change for Transverse Shift in the CG

The new righting arm (GtZt) created due to the shift in

the transverse center of gravity is either shorter or longer
than the righting arm created if TCG=0.

The range of stability has decreased on the side that the

transverse center of gravity has shifted to but has
increased on the side it shifted from.
Combining both the vertical and horizontal corrections by
substituting for GvZv you can get a final general formula
for determining moment arms:

GTZT = G0Z0 - KG sinf - GvGT cosf

 Example Curves
ine Correction
Statical Stability Curve and Corrections

15

Righting Arm from Cross Curves

10 With Sine Correction
With Cosine Correction
Righting Arm (GZ)(ft)

0
40

30

20

10

00

10

20

30

40

50

60

70

80

90
0

10

11

12

13

14
-9

-8

-7

-6

-5

-4

-3

-2

-1
-1

-1

-1

-1

-1

-5

-10

-15
Angle of Heel (degrees)
Various Righting Arm Conditions
D D
G
B G Z D
B G Z
FB B
FB
F=0 F=30 FB
F=RAMax

D D
G G
B B
FB FB
F=Capsize Angle F= >Capsize Angle
 Example Problem
FFG-7, with draft 13.5ft , which would
otherwise be on an even keel, is heeling
15° to starboard in a gale. KG is 17ft.
What is the Righting Moment?
 Example Answer
• RM=GZΔ
• GVZV=G0Z0-G0GVsinF
• From Curves of Form:
Draft of 13.5ft-> Δ =100×30LT=3000LT
• From Cross Curves for Δ =3000LT, φ=15°,
G0Z0=6ft
• G0GV=KG=17ft
• GVZV=6ft-17ft×sin(15°)=1.6ft
• RM=1.6ft×3000LT=4800ft-LT
 Example Problem
• FFG-7, with draft 13.5ft, which would
otherwise be on an even keel, is heeling
15° to port in a gale. KG is 17ft. While
in this condition, 50LTs of unsecured
stores shift from 20 ft starboard of
centerline to 20ft port of centerline.

• What is the Righting Moment?

• What would the Righting Moment be if

the weight had shifted the other way?
 Example Answer
• RM=GZ Δ

• GfZf=G0Z0-G0GVsin φ -GVGtcosφ
• From Curves of Form:
Draft of 13.5ft-> Δ =100×30LT=3000LT

• From Cross Curves for Δ =3000LT, φ =(-)15°, G0Z0=(-)6ft

• G0GV=KG=17ft

• GVGt= TCGf=(TCG0 Δ 0+STcgawa-STcgrwr)/ Δ f

=(0ft×3000LT+(-)40ft×50LT)/3000LT=(-).67ft
• GfZf=(-)6ft-17ft×sin(-15°)-(-.67ft)×cos(-15°)=(-).953ft
• RM=(-).953ft×3000LT=(-)2860ft-LT vice (-)4800ft-LT in the case
without the weight shift (~40% reduction)
• GfZf=(-)6ft-17ft×sin(-15°)-(+.67ft)×cos(-15°)=(-)2.247ft
• RM=(-)2.247ft×3000LT=(-)6741ft-LT vice (-)4800ft-LT in the
case without the weight shift (~40% improvement)
 4.7 How Does a Ship Sink?
• 3 of the 6 Degrees of Freedom can sink a ship
• Foundering(heave): Ship fills up with water from the
bottom up and simply sinks on a relatively even keel
(Loss of Buoyancy)
• Overwhelm and Capsize: Ship still floats and is stable
but has insufficient Righting Arm and Dynamical
Stability for weather and sea conditions, which
eventually roll the ship past range of stability
• Plunging: Pitch angle becomes excessive causing
the ship to sink bow or stern first
• Progressive Flooding: Excessive list and/or trim angle
and/or failure of bulkheads adjacent to flooded
compartments resulting in one or more of the loss
modes above.
 Damage Stability

“Flooding” - Water ingression such that the

vessel has sinkage and trim but no list. May be
intentional.

“Damage” - Water ingression such that the vessel

has sinkage, trim and list.
When a vessel is damaged, creating a a gap or hole in the hull,
water will breech the ship. This results in:

• Increase in draft
• Change in trim
• Permanent angle of list

The result of this flooding can be determined two ways:

• Lost Buoyancy Method

• Added Weight Method
 Consider a vessel that has been damaged such that a portion of the bottom
is now open to the sea...

The vessel’s draft will increase because an amount of the buoyancy was lost...
Lost buoyancy considers the amount of buoyancy “lost” as a result of the
hole, and determines the value based upon the change in parallel sinkage
that results.

Original draft

The change in the draft reflects the amount of buoyancy lost. The ship
sinks until the available submerged volume is again equal to the ship’s
displacement
 Lost Buoyancy Method

Analyzes damage by changes in buoyancy versus

changes in the Center of Gravity.

Premise is that the ship’s CG does not move. Since

weight does not change, total buoyant volume must
also be constant.

Therefore, the ship makes up any lost buoyancy

volume from damage by listing, trimming, and draft
changes.
The Added Weight Method considers the resulting flooding as though it was a
weight added to the ship. This is the method that will be used in this course.

Original draft

A flooded compartment does not fill completely with water, however. Compartments
contain equipment, furniture, structural components, and cargo. A correction factor
must be added to the volume of the compartment to accurately reflect conditions...
This correction factor is called:

PERMEABILITY = AVAILABLE VOLUME

TOTAL VOLUME

Some typical factors are:

Watertight compartment (warship) 97%
Watertight compartment (merchant) 95%
Accommodation spaces 95%
Machinery spaces 85%
Dry cargo spaces 70%
Bunkers, stores, cargo holds 60%
 Added Weight Method
“The One We Will Use”

Damaged Ship Modeled as Undamaged But with Water-

Filled Spaces.

Average Distances of Space from Keel, Midships, and

Centerline Known & Water Density Known.

Therefore Can Solve for Shifts in “G” as a Weight

Addition Problem
 Added Weight Method

Independently Solve for Damaged Condition

– KG

– TCG

– Draft and Trim

Must know compartment contents to find Total of

(Water Weight) Added. This involves a
“Permeability” factor.
 Permeability

Compartments are rarely 100% flooded during

damage, due to trapped air, equipment, etc.

– Ratio of volume occupied by water to the total

gross volume is defined as “permeability”.

Permeability = Volume Available for Flooding

Total Gross Volume

– Permeability is always < or = to 100%!

Damage Stability Design Criteria

Guiding rules for vessel design.

Note that criteria used in static analysis will

neglect the impact of dynamic forces such
as wind and waves.
 Damage Stability Design Criteria

Three Main Criteria

• “MARGIN LINE”

• “LIST”

• “EXTENT OF DAMAGE TO HULL”

 MARGIN LINE LIMIT

• Highest permissible location of any

damaged waterplane.

• Must be at least 3 inches (0.075 m) below

top of the bulkhead deck at the side.
 LIST LIMIT

• Heel by damage  20 degrees.

• Naval machinery to operate indefinitely at a

permanent list  15 degrees (most will function
up to ~25 degrees for a few hours).

• Assumes personnel can continue damage control

efforts effectively at a permanent list of 20
degrees.

• Ship must possess adequate stability against

weather to be towed when at 20 degree list.
 EXTENT OF DAMAGE TO THE HULL LIMIT

  100 ft LOA: must withstand flooding in one

space.

100 - 300 ft LOA: flooding in two adjacent

compartments.

Warships, troop transports and hospital ships over

300 ft LOA: hull opening up to 15 % of Lpp.

Others  300 ft: hull opening up to 12.5% of Lpp.

 Foundering and Plunging

A vessel as result of “damage” or other events can

be lost several ways:

Insufficient transverse stability. It rolls over.

– (Could be static or dynamic.)

Insufficient longitudinal stability. “Plunging”

If insufficient buoyancy. It sinks. “Foundering”

 Example Problem
An FFG-7 with a draft of 13.5ft and a KG of 19ft on an
even keel inport sails into the North Atlantic during
Winter.
– While there, topside becomes coated with a 6in thick coating of ice
of density of 55lb/ft³. The topside area covered is 20,500ft² and
has a Kg of 40ft.

– In this condition, a space heater in CIC shorts generating a fire

which is only extinguished by completely filling the 97% permeable
40ft×40ft×10ft space with firefighting (sea) water. The space is
centered 45ft above the keel and 2.5ft port of centerline.

What is the Righting Moment for a 15° port list and how
could the resulting problem have been prevented?
 Example Answer
• wice=ρgV=55lb/ft³×.5ft×20,500ft²×1LT/2240lb =252LT(@Kg=40ft)
• wffwater= ρ gV=64lb/ft³×40ft×40ft×10ft×.97×1LT/2240lb
=443LT(@Kg=45ft)
• Δ(Curves of Form[T=13.5ft])=100×30LT=3000LT
• KGf=(KG0 Δ 0+Kgawa-Kgrwr)/ Δ f
• KGf=(19ft×3000LT+40ft×252LT+45ft×443LT)
/(3000LT+252LT+443LT)
• KGf=23.5ft
• TCGf=(TCG0 Δ 0+Tcgawa-Tcgrwr)/ Δ f
• TCGf=(0ft×3000LT+0ft×252LT+(-)2.5ft×443LT) /(3695LT)
• TCGf=(-)0.3ft
• G0Z0(Cross Curves[Δ =3695LT; φ =(-)15°])=(-)6ft
• GfZf=G0Z0-KGfsinφ-TCGfcosF
• GfZf=(-)6ft-23.5ft×sin(-15°)-(-.3ft)×cos(-15°)=(+).372ft
 Example Answer
• R.M.=Δ×GfZf=3695LT×0.372ft=(+)1375ft-LT to port for a
port list: The ship capsizes!

• KMt(Curves of Form[Δ=3695LT;T=15.25ft])=112*.2ft=22.4ft
(GMt=KMt-KGf=22.4ft-23.5ft=(-)1.1ft; Stable?)

• Center of Gravity is above Metacenter; ship rolls to port

due to offset of flooded compartment and capsizes.

• Prevent by keeping topside clear of ice and dewatering fire

spaces as soon as possible.
 4.8 Free Surface Correction
(Small Angles of Heel)
Free Surface - A “fluid” that moves freely.

Fluid Shift is a weight and causes the CG to shift

in both the vertical and horizontal directions.

– Vertical shift is small for small angles and is

usually ignored.

– Horizontal shift always causes a reduction in

the righting arm (GZ).
 Free Surface Correction

Free Surface Correction (FSC)

The distance the center of gravity would have to
rise to cause a reduction in the righting arm equivalent to
that caused by the actual transverse shift.

"Virtual" center of gravity (Gv)

The effective position of this new VCG.

Effective Metacentric Height (GMeff)

The distance from the virtual center of gravity (Gv)
to the metacenter.

Note: Dynamic effects are neglected.

 Free Surface Effect
Static effects for small angles (F<=7°)
– Effective “g” for tank is above tank g
analogous to relationship between M and B
MT geff

B0 g0
Bf gf
Free Surface Correction
The Big Picture
MT

GM
eff
Gv F
FSC
F WL1
G
Z F
G1 Z1
WL
B
B1
g
.
g1

K
 Free Surface Effect

The new, effective VCG is Gv, so a sine correction is

applied to get the statical stability curve

G1Z1 = GtZt - GGv sin f

or
G1Z1 = GtZt - FSC sin f
 Free Surface Correction

The free surface correction to GM for small angle

hydrostatics is:

t it
FSC =  s s

where:
t is the density of the fluid in the tank in lb s2/ft4
s is the density of the water the ship is floating in lb s2/ft4
it is the transverse moment of area of the tank's free
surface area in ft4 .
s is the underwater volume of the ship in ft3.
 Free Surface Correction

it is calculated for a rectangular tank as:

The dimensions are for the free surface!

Tank C
L
3
(L) (B) X
it =
12 L

Y B
 Effect on Ship “G” and Stability

GZeff=G0Z0-G0Gvsinφ-GvGtcos φ -FSCsin φ

– Calculation of KG, etc. is already accounted for in this

equation
– Free Surface Correction (FSC) already accounts for size of
ship.

GMeff=GM-FSC=KM-KG-FSC
– A large FSC has exactly the same effects on list and
stability as a higher KG.
 How do we minimize adverse
effects of free surface effect?
• Compartmentalization
• Pocketing (Keep tanks >95% full)
• Empty Tanks
• Compensated Fuel Oil Tanks
• Dewater quickly after a casualty -
flooding or fire
 4.9 Metacentric Height

Recall that Overall Stability is measured by:

• Range of Stability

• Dynamical Stability

• Maximum righting moment

• The angle at which the maximum righting

moment occurs.
 Initial Slope of the Curve of Intact Stability

At small angles, a right triangle is formed between

G, Z, and M. The righting arm may be computed:

__ __
GZ = GM sin f
As f  0, if the angle is given in radians the
equation becomes:
__ __
GZ = GM
f
 Initial Slope of the Curve of Intact Stability

Metacentric height can then be found from the initial

slope of the Curve of Intact Statical Stability:

__ __ __
GZ GZ
GM = = f (radians) (for small Angles)
sin f
__ __
GM = GZ (if f = 1 radian )
 Initial Slope of the Curve of Intact Stability
To find the slope either:
– Find the change in the y-axis over a given change in the x-axis.
– Draw a straight line with the initial slope and read the value of GZ
at an angle of 57.3 degrees (i.e. one radian).
 Metacentric Height

LET’S EXAMINE EACH GM CONDITION

– GM Positive (G < M)

– GM Zero (Neutral Stability) (G = M)

– GM Negative (G > M)
 Metacentric Height

Positive Stability
 Metacentric Height

Neutral Stability
 Metacentric Height

Negative Stability
 Metacentric Height

SUMMARIZING GM CONDITIONS

– GM Positive = Positive Stability (M > G)

– GM Zero = Neutral Stability (M = G)

– GM Negative = Negative Stability (M < G)

Metacentric Height only a good indicator of

stability over small angles.

GM is initial slope of Curve Intact Stability

 Stability Status

Weight Margin
Adequate Inadequate
Adequate Status Status
Stability 1 4
Margin
Inadequate Status Status
3 2
 Example Problem
An FFG-7 with a draft of 13.5ft and a KG of 17ft on an
even keel inport goes to sea.
A space heater in CIC shorts generating a fire which is
extinguished by completely filling the 97% permeable
40ft×40ft×10ft space with firefighting (sea) water. The flooded
volume is centered 45ft above the keel and 2.5ft starboard of
centerline.

1. What is the equilibrium list angle in this condition?

2. A large wave hits and forces the ship to a temporary 15°

starboard list. What is the Righting Moment?

3. The CIC overhead, weakened by the heat of the fire, is blown

off by a gale force wind, making the compartment now a free
surface. What is the equilibrium list angle and Righting Moment
for a temporary 15° starboard list?
 Example Answer
• wffwater=ρgV=64lb/ft³×40ft×40ft×10ft×.97
×1LT/2240lb =443LT(@Kg=45ft)

• Δ(Curves of Form[T=13.5ft]) =100×30LT=3000LT

• KGf=(KG0 Δ 0+Kgawa-Kgrwr)/ Δ f

• KGf=(17ft×3000LT+45ft×443LT) /(3000LT+443LT)
• KGf=20.6ft

• TCGf=(TCG0 Δ 0+Tcgawa-Tcgrwr)/ Δ f
• TCGf=(0ft×3000LT+2.5ft×443LT) /(3443LT)
• TCGf=0.32ft
 Example Answer
• KMt(Curves of Form[Δ =3443LT;T=14.6ft]) =114×.2ft=22.8ft

• GMt=KMt-KGf=22.8ft-20.6ft=2.2ft

• tan(φ)=TCGf/GMt=0.32ft/2.2ft; φ =8.3°

• G0Z0(Cross Curves[Δ =3443LT; φ =15°])=6ft

• GfZf=G0Z0-KGfsin φ -TCGfcos φ
• GfZf=6ft-20.6ft×sin(15°)-(.32ft)×cos(15°)=0.36ft

• R.M.= Δ ×GfZf=3443LT×0.36ft=1240ft-LT
 Example Answer
CIC Overhead Blown Off:
• it=lb³/12=40ft×(40ft)³/12=213,333ft4

• VS=Δ/(ρg)=3443LT×2240lb/LT/(64lb/ft³)=120,505ft³

• FSC=(ρtit)/(ρSVS)=it/VS=1.77ft (ρt=ρS)

• GMeff=KMt-KG-FSC=22.8ft-20.6ft-1.77ft=0.43ft

• tan(φ)=TCGf/GMeff=0.32ft/0.43ft; f=36.7°(vice 8.3°)

• GfZf=G0Z0-KGfsinφ-TCGfcos φ -FSCsin φ
• GfZf=6ft-20.6ft×sin(15°)-(.32ft)×cos(15°)-1.77ft×sin(15°)=(-)0.1ft
• R.M.= Δ ×GfZf=3443LT×(-)0.1ft=(-)344.3ft-LT(vice +1240ft-LT)

• At 15°, ship lists starboard but wants to list further starboard to

reach 36.7°
 Example Problem
Below are body plan views of three
proposals for outriggers. Sketch the
respective curves of Intact Statical
Stability and comment on the stability
and ride characteristics for each option.

G
G
G
 M
Example Answer
G

G
M G
M

Statical GZ Statical GZ StaticalGZ

Stability Stability Stability
F F F

Positively stable: Unstable at Zero List: Neutrally Stable:

Very stiff roll characteristic Very likely to Loll and settle until deck hits water
on one of the outriggers Very tender roll characteristic